Today's Message Index:
----------------------
1. 12:09 AM - Re: Compass Requirements for FAA Inspection (The Kuffels)
2. 06:17 AM - Re: Black and Decker VPX 7V Tool battery tests (Robert L. Nuckolls, III)
3. 06:41 AM - Re: Compass Requirements for FAA Inspection (John W. Cox)
4. 09:05 AM - Re: Compass Requirements for FAA Inspection (Werner Schneider)
5. 09:30 AM - Re: Compass Requirements for FAA Inspection ()
6. 12:02 PM - Re: Compass Requirements for FAA Inspection (John W. Cox)
7. 12:08 PM - Re: Fuses vs. Circuit Breakers (Robert L. Nuckolls, III)
8. 12:32 PM - Re: Compass Requirements for FAA Inspection (Ernest Christley)
9. 01:06 PM - Re: Compass Requirements for FAA Inspection ()
10. 01:18 PM - Re: Compass Requirements for FAA Inspection (BobsV35B@aol.com)
11. 02:29 PM - Re: Compass Requirements for FAA Inspection ()
12. 02:38 PM - Re: New consumer product battery (Bill Boyd)
13. 03:03 PM - Re: Compass Requirements for FAA Inspection ()
14. 04:18 PM - Re: Compass Requirements for FAA Inspection (Charles Brame)
15. 04:34 PM - Re: Compass Requirements for FAA Inspection (Eric Newton)
16. 04:40 PM - Re: Tefzel cables and d-sub connectors (Terry Phillips)
17. 04:55 PM - Re: AeroElectric-List Digest: 21 Msgs - 11/24/07 (Tacco@aol.com)
18. 05:48 PM - sweat soldering fast-on tabs (sam ray)
19. 05:56 PM - Re: Re: Tefzel cables and d-sub connectors (Robert L. Nuckolls, III)
20. 06:06 PM - Re: Black and Decker VPX 7V LiIon Batteries (Robert L. Nuckolls, III)
21. 06:18 PM - Re: sweat soldering fast-on tabs (Ken)
22. 07:09 PM - Re: sweat soldering fast-on tabs (Robert L. Nuckolls, III)
23. 07:14 PM - Comm Radio Problem (Bryan)
24. 07:36 PM - Re: sweat soldering fast-on tabs (Jim Dabney)
25. 07:41 PM - Re: Compass Requirements for FAA Inspection (BobsV35B@aol.com)
26. 08:32 PM - Re: Re: Black and Decker VPX 7V LiIon Batteries ()
27. 08:55 PM - Re: Re: Compass Requirements for FAA Inspection (The Kuffels)
Message 1
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Subject: | Re: Compass Requirements for FAA Inspection |
Eric,
<< Dynon .. remote compass .. qualifies as the required compass >>
Technically, none of the "required" equipment is required. The
applicable FAR (91.205) specifically states it applies only to
aircraft having a "standard category US airworthiness
certificate". This is administratively corrected by
"co-ordinating" all FAA and DAR inspectors to include conformance
with FAR 91.205 as part of the Operating Limitations issued with
the Special Airworthiness Certificate. Ain't nit picking
gum'mint rules fun.
So to specifically address your question, FAR 91.205(3) requires
a "Magnetic Direction Indicator" period. This means no-one can
legitimately complain if your Dynon has been calibrated. If they
do, politely ask them to show you where in the regs it says your
Magnetic Direction Indicator has to be unpowered. Point out the
Dynon is not a gyro direction indicator, without the remote
magnetic sensor it gives no heading readout.
Parts 23 and 25 (the rules governing Type Certification) do
require a "nonstabilized magnetic compass", hence the reason for
a wet compass in a DC-8 (and a Boeing and an Airbus and a Piper
Cub...). But, by definition, homebuilt experimental aircraft are
outside their applicability.
Just remember when dealing with inspectors, being right doesn't
always win the battle. If they wish, they can always find some
other reason to not grant the certificate. Personally, my Dynon
D-180 equipped Sportsman has a vertical card compass on the
glareshield. Call it part of my electrical emergency backup
instrumentation (along with steam gauge Airspeed and Altimeter).
Tom Kuffel
Message 2
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Subject: | Re: Black and Decker VPX 7V Tool battery tests |
The results of a dynamic load test of the VPX 7V
tool battery may be viewed at:
http://www.aeroelectric.com/Pictures/Battery/Black_and_Decker/VPX_7V_Z-Test.jpg
The results of this test suggest that two
such batteries in series (total weight of
about 260 gm) would offer a 14v, 1.0 a.h.
battery (1 hour rate) with an internal
impedance on the order of 0.12 ohms.
The curve shows that a VPX 2-battery array
loaded to about 7.5 amps will easily
maintain a terminal voltage right at 12V
for a period of a minute. This suggests
brown-out protection for systems drawing
7.5A or less would be nicely supported by
a couple of these batteries. More testing
to come.
Bob . . .
Message 3
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Subject: | Compass Requirements for FAA Inspection |
All of our Air Carrier aircraft need an independent compass capable of
corrections for N-E-S-W and have a current compass correction card
posted. I don't know if you guys need the same compliance. Come to
think of it, every aircraft including hot air balloons needed to meet
that requirement until a few years ago when the LTA's were exempted.
John Cox
________________________________
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of S.
Ramirez
Sent: Saturday, November 24, 2007 8:27 PM
Subject: RE: AeroElectric-List: Compass Requirements for FAA Inspection
Dick,
Below is a response to an email on the Aeroelectric List forum. It
discusses whether the whisky compass is required. I claim that the FARs
require a compass that does not need any input except the Earth's
magnetic field. Mike Creek below claims that the Reno FSDO requires a
whiskey compass. Since my airplane is already built, I would not need
to go through a FSDO. Instead, I would have to file a form that says I
am going to change the panel. The real problem comes when I am flying
around the country, and I have either an accident or the FAA ramp checks
me. If I go to Nevada and have an accident, I will be scrooed!
imon Ramirez, Consultant
Synchronous Design, Inc.
Oviedo, FL 32765 USA
407-365-8928: home/office
407-221-8928: mobile
Xilinx Alliance Partner
Copyright (c) 2007
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Michel Creek
Sent: Saturday, November 24, 2007 9:23 PM
Subject: RE: AeroElectric-List: Compass Requirements for FAA Inspection
Hi Eric,
FSDO's differ somewhat, but I asked the Reno, NV office that question
and was told I would still need a whiskey compass. I'm equipped with a
GRT Sport EFIS (with GPS and magnetometer), GPS496, TT AP, and SL30. So
that is two GPS's, two magnetometers, and a VOR; and they still want a
whiskey compass even though they are mostly useless in a tube and rag
air frame. Go figure...
You may want to call your local FSDO and ask; I hope you have better
luck than I did.
A question for the group though, given at least one of us has to install
a compass are there any recommendations for brand/type and for locations
in a tube airframe?
Thanks,
Mike Creek
Bearhawk QB
________________________________
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Eric
Newton
Sent: Saturday, November 24, 2007 5:27 PM
Bearhawk@yahoogroups.com
Subject: AeroElectric-List: Compass Requirements for FAA Inspection
I'll soon be getting my Bearhawk ready for final FAA (or DAR) inspection
and have a question.
Does anyone know if the remote compass that displays the heading
information on my Dynon D100 qualifies as the required compass with the
FAA. My thinking is that it isn't too different than a panel mounted
vertical card compass with a remote sender.
What do you guys/gals think?
Thanks,
Eric Newton - Long Beach, MS
BH #682- Mississippi Mudbug
BEARHAWK BUILDER'S MANUALS
http://mybearhawk.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
h
ref="http://www.matronics.com/Navigator?AeroElectric-List">http://www.m
a
tronics.com/Navigator?AeroElectric-List
href="http://forums.matronics.com">http://forums.matronics.com
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?AeroElectric-List
http://forums.matronics.com
Checked by AVG.
11/23/2007 7:39 PM
Message 4
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Subject: | Re: Compass Requirements for FAA Inspection |
The new Excel Legacy jet do no longer have a whiskey compass ;-)
So get one byside of your plane so he can crosscheck
Do not archive
Werner
BobsV35B@aol.com wrote:
> Good Evening Eric,
>
> I don't really know, but I will bet a milkshake the FAA won't buy it.
>
> The Douglas DC-8 was built without a magnetic compass because it had
> so many electronic heading sources available. When it came to
> certification time, the FAA would not approve it without a whiskey
> compass.
>
> Douglas had no good place to mount it up front, so they placed it in
> the overhead behind the captain's seat. They then mounted a couple of
> mirrors on the glare shield and a mirror behind the compass. By
> flipping the mirrors up, the captain and the copilot could look via
> the mirrors at the compass.
>
> In all the years I flew the DC-8. I never once looked at the compass
> other than during the preflight. We checked that it was there and
> that the light turned on when the switch was flipped. I only did that
> because it was a required preflight check list item.
>
> Happy Skies,
>
> Old Bob
> AKA
> Bob Siegfried
> Ancient Aviator
> Stearman N3977A
> Brookeridge Air Park LL22
> Downers Grove, IL 60516
> 630 985-8503
>
> In a message dated 11/24/2007 7:32:03 P.M. Central Standard Time,
> enewton57@cableone.net writes:
>
> Does anyone know if the remote compass that displays the heading
> information on my Dynon D100 qualifies as the required compass
> with the FAA. My thinking is that it isn't too different than a
> panel mounted vertical card compass with a remote sender.
>
> What do you guys/gals think?
>
>
> ------------------------------------------------------------------------
> Check out AOL Money & Finance's list of the hottest products
> <http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001>
> and top money wasters
> <http://money.aol.com/top5/general/ways-you-are-wasting-money?NCID=aoltop00030000000002>
> of 2007.
> *
>
>
> *
Message 5
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Subject: | Compass Requirements for FAA Inspection |
Hi John
"Come to
> think of it, every aircraft including hot air balloons needed to meet
> that requirement until a few years ago when the LTA's were exempted."
Hot Air balloons were exempt from needing a compass before at least 1979.
Ron Parigoris
Message 6
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Subject: | Compass Requirements for FAA Inspection |
Okay, so it was back in 1973-1979. Wow, am I getting old. Steering
them to the intended target was the fun back then, with or without the
obnoxious compass.
John
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
rparigor@SUFFOLK.LIB.NY.US
Sent: Sunday, November 25, 2007 9:27 AM
Subject: RE: AeroElectric-List: Compass Requirements for FAA Inspection
Hi John
"Come to
> think of it, every aircraft including hot air balloons needed to meet
> that requirement until a few years ago when the LTA's were exempted."
Hot Air balloons were exempt from needing a compass before at least
1979.
Ron Parigoris
Message 7
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Subject: | Re: Fuses vs. Circuit Breakers |
At 09:13 PM 10/4/2007 -0700, you wrote:
>
>In reading several posts, I've noticed that most builders seem to prefer
>fuses rather than circuit breakers. Can someone tell me the advantages of
>one over the other?
>Thanks,
See http://aeroelectric.com and do a search on
"fuse". There's a wealth of information and discussion
on this topic posted there.
The very short answer is that fuses are faster, less
expensive, lighter, easier to install, lower cost
to replace and if you've crafted a failure tolerant
design, no reason to fiddle with them in flight.
I.e., no good reason to let them use up valuable
panel space.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 8
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Subject: | Re: Compass Requirements for FAA Inspection |
S. Ramirez wrote:
> Dick,
>
>
>
> Below is a response to an email on the Aeroelectric List forum. It
> discusses whether the whisky compass is required. I claim that the FARs
> require a compass that does not need any input except the Earth's magnetic
> field. Mike Creek below claims that the Reno FSDO requires a whiskey
> compass. Since my airplane is already built, I would not need to go through
> a FSDO. Instead, I would have to file a form that says I am going to change
> the panel. The real problem comes when I am flying around the country, and
> I have either an accident or the FAA ramp checks me. If I go to Nevada and
> have an accident, I will be scrooed!
>
I've heard rumors that a $2, suction-cup base, water-filled compass from
the dollar stare is sufficient to satisfy the bean counters.
Message 9
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Subject: | Compass Requirements for FAA Inspection |
Hi John
"> Okay, so it was back in 1973-1979. Wow, am I getting old. Steering
> them to the intended target was the fun back then, with or without the
> obnoxious compass."
Ironic, but I now find a compass useful once in a while for navagating
balloon out of wilderness!
Ron Parigoris
Message 10
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Subject: | Re: Compass Requirements for FAA Inspection |
Now, that is my kinda gondola. I particularly like the comfort stations.
However, will that puny little burner actually get the bag light enough to lift
the Gondola? How about a full blown quadro instead? And, how big a bag? I
doubt if my 55,000 footer would have budged it before it melted!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 11/25/2007 3:09:31 P.M. Central Standard Time,
rparigor@SUFFOLK.LIB.NY.US writes:
Ironic, but I now find a compass useful once in a while for navigating
balloon out of wilderness!
Ron Parigoris
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
Message 11
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Subject: | Re: Compass Requirements for FAA Inspection |
Hi Bob
"> However, will that puny little burner actually get the bag light enough
to lift
> the Gondola? How about a full blown quadro instead? And, how big a bag?"
I build that puny little burner in 1985. I needed something light when
driving. It uses 36 feet of Inconel 600 3/8" .035" wall. "IT IS 30,000,000
BTUs!!!". On in other words ~ 7,500 hp (converted BTUs to calories then to
HP). Compared to a 10,000,000 BTU Raven RX-6 burner that uses 1 pound in a
4.3 second blast, this beast uses 3 pounds in 4.3 seconds! Notice it locks
in position for ground ops. Even compared to todays standards, it is right
there! Very blue flame, tight and I adjusted where we can't hear a lot of
noise (used 13 strategic adjustable aim jets, dogs sure can hear noise!
Had a Golden Retriever (wanted to change heritage to balloon retriever)
when would shoot burner would go into bedroom closet and not come out!)
Envelope is 95,036 cubic feet (weighs 236 lbs) Big "8" ball
The closest thing at the time, a Honda Oddysey weighs in at 450 lbs
without any provisions for tanks, burner and associated things to fly, and
only carries 1 person. "Screwball" weighs in at 140lbs drivable (22HP 6
speed) and carries 3 people (can hang 1 person from top of balloon!)
Flight ready with 31 gallons is 600lbs.
During certification I loaded up balloon trailer and lifted 2750 lbs.
Usual like to fly 15 pounds per thousand, flys OK even at 20, at 30 its a
dog. Have had a 7 hour and 15 minute flight with a pretty heavy take off
weight. Real drag having to carry tank-age when empty.
Ron Parigoris
NJ8AX "Screwball" Balloon has 4 wheels and flies
N4211W Europa Monowheel (work in ProgMess) has 4 wheels and flies
Garbage trucks too have 4 wheels and flies
Message 12
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Subject: | Re: New consumer product battery |
The 2VPX drill I want to get my hands on loads two of the 7 volt batteries
in its base to obtain 14v. As far as I can tell, the entire product line is
standardized on the use of the 7 volt batteries. At WalMart, the batteries
are 19.99 each.
One concern I have is that the starting voltage of two of these cells in
series, freshly topped off, might be enough to push some avionics to the
limit. What if there are 16v SMT devices in my Garmin 296 that will fizzle
at a tad less, say 15.5 volts, and the fresh cells exceed that at the moment
of initial use? Something to get numbers for and think about.
Keep us posted.
-Bill
On Nov 24, 2007 10:17 PM, Robert L. Nuckolls, III <nuckolls.bob@cox.net>
wrote:
> nuckolls.bob@cox.net>
>
> At 08:39 AM 11/24/2007 -0500, you wrote:
>
> >
> >
> >I've been taken in by the new offering as well, but decided that the
> >drill I wanted was the 14volt "2VPX" model, which is not available at
> >any WalMart within 50 miles for the past month. All have a place on
> >the shelf for the dual battery drill, and all will sell it for $99
> >when they come in, but apparently it's a back-order item.
>
> Bill, take a look at
>
> http://tinyurl.com/2347vm
>
> There is a discussion thread below the
> promotional data.
>
> I've not found a 14V "2VPX" battery but did
> see a two-holer charger offered with a 2VPX
> tool. Do you suppose the same battery is used
> in both the VPX and 2VPX tools . . . with the
> latter requiring two batteries?
>
> After becoming aware of this product line
> at Home Depot, I've been watching for it to
> pop up in other stores. Haven't seen it
> any place else . . . yet.
>
> Bob . . .
>
>
Message 13
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Subject: | Re: Compass Requirements for FAA Inspection |
>From: Fiveonepw@aol.com
>Subject: Re: AeroElectric-List: Compass Requirements for FAA Inspection
You absolutly DO NOT NEED ANOTHER COMPASS or Non-electric compass.
Call the EAA legal department. They don't work in a vacuum, they work with the
FAA.
If a DAR denies you based on NOT having an OLD Jelly Jar compass with deviation,
lead/lag and parallax, he's wrong. FAA has "regulatory guide lines" that do
not show up to the general public.
Her is the ignorance WE DO NOT HAVE TO MEET PART 23 AT ALL. That is where is
says you need one non-electric compass. Experimental is not a PART 23 plane.
Part 91 does NOT say you must have a non-electric compass.
Also get realistic. Not only do you have a magnetic indicator, albeit electric
you have GPS with track. In the airlines I have not flown a heading in 13 years,
we fly TRACK UP on the EFIS. Who cares what your heading is if you can TRACK.
As illogical as it seems, you can fly without a compass at all in an experimental
for VFR day. However for VFR night/IFR you do need a compass. Again don't
argue, just call the EAA legal or someone in the FSDO that knows what going on
and get your proof. I know some guys that add the wet compass and try and swing
it, but what a waste of time. You will never use it. Now if IFR, yea put one
in from common sense, as a good backup.
Cheers George
---------------------------------
Never miss a thing. Make Yahoo your homepage.
Message 14
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Subject: | Re: Compass Requirements for FAA Inspection |
I had a buddy who got his inspection from a Ft Worth area DAR who
wouldn't certify the bird because there was no magnetic compass. So,
my buddy goes to his car, pries a $2.95 car wash compass off his
rearview mirror and stuck it on the windscreen of his RV. The DAR
passed him.
Do not archive.
Charlie Brame
RV-6A N11CB
San Antonio
Message 15
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Subject: | Re: Compass Requirements for FAA Inspection |
I'm really thinking about having one handy just in case. If the DAR says
something, I can mount it within a few minutes. If not - I'm good to go as
is and I'll return the compass for a refund.
Eric Newton - Long Beach, MS
BH #682- Mississippi Mudbug
BEARHAWK BUILDER'S MANUALS
http://mybearhawk.com
----- Original Message -----
From: "Charles Brame" <chasb@satx.rr.com>
Sent: Sunday, November 25, 2007 6:16 PM
Subject: Re: AeroElectric-List: Compass Requirements for FAA Inspection
>
> I had a buddy who got his inspection from a Ft Worth area DAR who
> wouldn't certify the bird because there was no magnetic compass. So, my
> buddy goes to his car, pries a $2.95 car wash compass off his rearview
> mirror and stuck it on the windscreen of his RV. The DAR passed him.
>
> Do not archive.
>
> Charlie Brame
> RV-6A N11CB
> San Antonio
>
>
>
Message 16
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Subject: | Re: Tefzel cables and d-sub connectors |
Thanks to all who responded both on and off line. I have a much more clear picture
of what to do now. I will definitely be using d-subs extensively. I think
they can really save some precious space in the engine compartment, while providing
a reliable connection.
I do have 2 questions about using the DB-9 in the elevator.
It seems to me that it would be easier to fab a nice little mount for the DB-9
inside the elevator than it would be to modify the DB-9 to Bob's ultralight configuration
(that could be more easily supported by the wiring.) Would a std DB-9
with a shrink cover provide adequate protection from moisture?
Bob's write up uses soldered pins. I have ordered a crimp tool and a supply of
crimp pins from SteinAir. Would crimp pins be adequate in the elevator?
Thank you again for the help.
Terry
--------
Terry Phillips
Corvallis, MT
ttp44<at>rkymtn.net
Zenith 601XL/Jab 3300 slow build kit - Rudder done--finally; working on the stab
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=148464#148464
Message 17
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Subject: | Re: AeroElectric-List Digest: 21 Msgs - 11/24/07 |
Eric,
You have to have a magnetic direct read compass (whiskey of vertical card).
The EFIS won't do the trick. Look at the Being 757 and its front and center
over the eyebrw panel.
...Jon
**************************************
Check out AOL's list of 2007's
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Message 18
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Subject: | sweat soldering fast-on tabs |
Bob
I'm curious how you sweat soldered the fast-on tabs
to the bronze substrate- did you use electrical rosin
core or solid along with some flux?
Thank you,
Sam Ray
Be a better sports nut! Let your teams follow you
with Yahoo Mobile. Try it now. http://mobile.yahoo.com/sports;_ylt=At9_qDKvtAbMuh1G1SQtBI7ntAcJ
Message 19
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Subject: | Re: Tefzel cables and d-sub connectors |
At 04:39 PM 11/25/2007 -0800, you wrote:
>
>Thanks to all who responded both on and off line. I have a much more clear
>picture of what to do now. I will definitely be using d-subs extensively.
>I think they can really save some precious space in the engine
>compartment, while providing a reliable connection.
>
>I do have 2 questions about using the DB-9 in the elevator.
>
>It seems to me that it would be easier to fab a nice little mount for the
>DB-9 inside the elevator than it would be to modify the DB-9 to Bob's
>ultralight configuration (that could be more easily supported by the
>wiring.) Would a std DB-9 with a shrink cover provide adequate protection
>from moisture?
>
>Bob's write up uses soldered pins. I have ordered a crimp tool and a
>supply of crimp pins from SteinAir. Would crimp pins be adequate in the
>elevator?
>
>Thank you again for the help.
Two things. It depends on what size holes that
the terminated cable needs to pass, the "minaturized"
d-sub is optimized to go through the smallest possible
hole. Obviously, you can forego trimming if you'd
rather mount the connector on some form of bracket.
The solder cup connector is recommended for the actuator
side . . . Ray-Allen (and MAC before them) is/was
really pedantic about their tefzel covered cat hair
wires.
I hit them up in the booth at OSH several years running
to suggest that the motor wires should be different
colors so that I could publish drawings that would
let a builder wire it up right the first time by
knowing in advance which wire was (+)extend and
(+)retract. Finally, the stuff was too small
for the neophyte and really too small as an "airframe"
wire. Even if you choose to use crimped pins, double
the strip length to increase amount of wire inside the
pin -AND- support at the back with E6000 to give these
small wires extra support.
I've put several Ray-Allen actuators into test
fixtures and the first thing I do is install
a "soldered and glued" connector as shown to
give me a robust interface to 'real' wires
on the other side of the mated connectors.
Bob . . .
Message 20
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Subject: | Re: Black and Decker VPX 7V LiIon Batteries |
At 05:28 PM 11/25/2007 -0500, you wrote:
>The 2VPX drill I want to get my hands on loads two of the 7 volt batteries
>in its base to obtain 14v. As far as I can tell, the entire product line
>is standardized on the use of the 7 volt batteries. At WalMart, the
>batteries are 19.99 each.
Yeah, found those at Wally-World a few hours
ago myself. Home Depot was $20 a battery too.
I picked up a battery + charger for $39.
So, looks like the 1VPX battery is the
"magic bullet" to be explored.
>One concern I have is that the starting voltage of two of these cells in
>series, freshly topped off, might be enough to push some avionics to the
>limit. What if there are 16v SMT devices in my Garmin 296 that will
>fizzle at a tad less, say 15.5 volts, and the fresh cells exceed that at
>the moment of initial use? Something to get numbers for and think about.
I just pulled one off the charger and it reads
7.01 volts so a pair would be right in the
appropriate ball-park.
Bob . . .
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Subject: | Re: sweat soldering fast-on tabs |
Hi Sam
I tinned the copper substrate that I used then pop rivetted the tabs on
with steel pop rivets. Then heated the substrate with a torch. All with
rosin core solder. Worked well.
Ken
sam ray wrote:
>
>Bob
> I'm curious how you sweat soldered the fast-on tabs
>to the bronze substrate- did you use electrical rosin
>core or solid along with some flux?
>
>Thank you,
>Sam Ray
>
>
Message 22
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Subject: | Re: sweat soldering fast-on tabs |
At 05:43 PM 11/25/2007 -0800, you wrote:
>
>Bob
> I'm curious how you sweat soldered the fast-on tabs
>to the bronze substrate- did you use electrical rosin
>core or solid along with some flux?
Electrical 63/37 with a synthetic rosin flux. Kester
"44" is what I use around here the most. You can use
any 60/40 or 63/37 solder with what ever flux gives
you a good flow. Run the finished part through a cleaning
with lacquer thinner (carburetor cleaner in a spray
can) followed by a run through the dishwasher. This
will remove all remnants of flux after the assembly
is completed.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 23
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Subject: | Comm Radio Problem |
Need help from the RF guru's,
I have been trying to resolve a problem with a friend's comm radio for
some time now with no success.
Transmit is never a problem and reception is good most of the time. The
problem is local to some areas, frequencies and direction of flight.
Specific example: Depart CNO talking to SoCal on 125.5, all is well
when flying westbound. On return leg (eastbound) to CNO, unable to
receive SoCal but the controller receives me perfect (this is evident by
other aircraft relaying messages from the controller and the fact that
once I can hear the controller he is not very happy). It does not
appear to be an issue with SoCal as I can hear them when flying
eastbound with an Icom handheld.
This same problem occurs in other areas also but is very prominent in
the example given.
The same problem remains after multiple changes: KX-170B, Garmin SL-30,
Stainless antenna, two different fiberglass whip antenna's and have
tried both top and bottom mounting. The only thing that has not (yet)
changed is the coax which is currently RG-58.
I am at whit's end, any help or suggestions would be appreciated.
Bryan
Message 24
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Subject: | Re: sweat soldering fast-on tabs |
Bob,
Is it feasible to use a custom crimp tool positioner like
(http://www.aeroelectric.com/articles/crmptool.pdf) to crimp the
high-density d-sub pins (such as Garmin) using an inexpensive (B&C)
crimp tool?
Jim Dabney
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Subject: | Re: Compass Requirements for FAA Inspection |
Good Evening Ron,
Absolutely fabulous!
A lot has changed since I had my Raven!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 11/25/2007 4:34:15 P.M. Central Standard Time,
rparigor@SUFFOLK.LIB.NY.US writes:
During certification I loaded up balloon trailer and lifted 2750 lbs.
Usual like to fly 15 pounds per thousand, flys OK even at 20, at 30 its a
dog. Have had a 7 hour and 15 minute flight with a pretty heavy take off
weight. Real drag having to carry tank-age when empty.
Ron Parigoris
**************************************Check out AOL's list of 2007's hottest
products.
(http://money.aol.com/special/hot-products-2007?NCID=aoltop00030000000001)
Message 26
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Subject: | Re: Black and Decker VPX 7V LiIon Batteries |
Hi Bob
"Yeah, found those at Wally-World a few hours ago myself. Home Depot was
$20 a battery too. I picked up a battery + charger for $39. So, looks like
the 1VPX battery is the "magic bullet" to be explored."
When you are testing this "magic bullet", please explore and share at what
amperage drain is needed to shatter this bullet and burst into flames (if
it will in fact do so), and if it is somehow protected to prevent this. No
matter, a nice number to know and fuse or fusible link short of that
'short' number if no internal protection provided.
Another concern is bursting into flames during charging if overcharged.
Worth it to have a good look at charger, and see just how robust circuit
is to failing in overcharge mode.
Also is there protection to prevent discharge to point it will damage
cells?
On purpose discharge only 1 cell of the 2 cell pack to lets say 1.75
volts. Then go charge and see if charger is smart enough to not burn the
house down.
When you are on purpose testing, not a bad idea to do so over an area that
will not catch fire, and hang a plastic bag with sand in it over battery.
This way "when" it catches fire it will melt bag and extinguish.
Ron Parigoris
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Subject: | Re: Compass Requirements for FAA Inspection |
I hesitate to get involved in a "discussion" with George
(gmcjetpilot). He is correct about type certified aircraft
needing a "nonstabilized magnetic compass" but homebuilts only
needing a "Magnetic Direction Indicator" But his statement "you
can fly without a compass at all in an experimental for VFR day.
However for VFR night/IFR you do need a compass" is in error.
AOPA always advises in their CFI refresher clinics to reply to
any FAR question with "I don't know. Let's read what they say."
Parts 23 (General Aviation and Commuter) and 25 (Transport) cover
certification of aircraft. They contain the only reference in
the FARs to a compass equipment requirement. And they don't
apply to homebuilt experimental aircraft. By reference, we do
have to comply with 91.205 which covers required equipment for
day VFR, night VFR and IFR (day or night) among other conditions.
91.205(b) is day VFR. 91.205(b)(3) requires a "Magnetic
Direction Indicator" without any other qualification. This is
the legal authority to use a Dynon in lieu of a wet compass.
91.205(c) covers night VFR. It says you must have the stuff in
91.205(b) and then some other stuff (lights, etc.) but no other
reference to direction. But we have already established
91.205(b) doesn't require a compass. Thus neither does 91.205(c)
for night VFR.
91.205(d) is for IFR. Same story. It requires the stuff in
91.205(b) and, for night, the stuff in 91.205(c) and then a lot
of other stuff without reference to any compass. 91.205(d)(9)
does require a "Gyroscopic direction indicator (directional gyro
or equivalent)". The "or equivalent" is what lets the Dynon also
be acceptable for IFR.
Bottom line there is no *legal* requirement for a homebuilt
experimental aircraft to have a compass for day, night or IFR.
But I still have one to avoid hassles (and as a backup).
The idea of temporarily mounting a cheap compass might put you in
a gray area. It can be argued if your plane was certified with a
compass then it must always have a compass. Removal might give
an out to an insurance company or a justification to a "helpful"
FAA ramp or accident inspector.
Tom Kuffel
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